Circuit arrangement for light signals with two clear positions in track route interlocking diagrams



Dfw` 16, 1958 R. HELMERT CIRCUIT ARRANGEMENT FOR LIGHT SIGNALS WITH TWO CLEAR POSITIONS IN TRACK ROUTE INTERLOCKING DIAGRAMS Filed March 6, 1956 .Suk Ti..

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mvENToR R. HELME RT ATTORNEY CEClUiT ANGEMENT .FOR LIGHT SIGN ALS WITH TWO CLEAR PSITIONS IN TRACK ROUTE INTERLCKING DIAGRAMS Robert Helmert, Stuttgart, Germany, assignor to International Standard Electric Corporation, New York, N. Y., a corporation of Delaware The invention relates to a circuit in a railway signalling arrangement for panel type diagram control machines, in particular to an improved circuit arrangement for controlling light signals having two permissive aspects. In all-electric interlocking systems the track switches, which are included in the routes, are controlled by route relays, e. g. route setting relays and route locking relays or route establishers respectively, the contacts of which act upon the switches arranged in the course of the route and, in some special cases, act upon the switches providing ilank protection, or derailers or light blocking signals. The number of required contacts, therefore, which are to be provided on the route relay, depends on the number of employed track switches, and the wiring of the circuit arrangement has to be determined from case to case and has to be carried out on the building site. In this way it is rather difcult to provide an economical manufacture of interlocking systems.

it, therefore, has already been suggested to combine the circuit arrangement for the lineup of the routes with the arrangement for the individual track switches, and to arrange the relays for the lineup of the routes in the relay sets of the track switches. This may be carried out to such extent that each sectional route only comprises one switch arranged in the course of the route. Lln such a case to each switch there may be allocated in the tower a set of relays comprising, besides the conventional devices serving the controlling and supervising of the switch, also locking and releasing means, whereby the releasing means are switched on after the insulated switch section and, probably further adjoining tracksections, have been engaged and cleared again. The signal coupling circuit can be established in the conventional manner by a series-connection of the contacts of the normal position or reversed position supervisory relays, respectively, of the individual switches and protective switches associated with the respective routes. For building up an interlocking plant it Will then merely be necessary to connect three groups of line connections of the switch relay sets, one group of which is assigned to the facing point of the switch, and one each of the others respectively to the normal and reversed side of the trailing end of the switch, in accordance with the track 'layout with the adjoining switch relay sets, or with the signal relay sets arranged at the ends of the respective routes.

In many cases, mainly in the case of larger railway stations, it may become necessary that the home signals and the departure signals posted at the main tracks can assume two clear positions, of which the one is set if a movement is involved from the line to the main track coordinated to it, or vice versa; whereas the other movement (movement with speed limitation) is set if a moveent takes place from the line to another track of the railway station or from a main track to another line. It this latter movement leads via rail switches which are in the reversed position, the home signal should therefore not be passed with full speed. For the selection of the desired ciear position, always one signal setting relay is Patented nee.. is, s

needed for each clear aspect; the two signal setting relays for the clearaspects are hereinafter referred to as aspect control relays.

According to the invention the two aspect control relays for each signal are connected in series, and one of the two aspect control relays will be short-circuited when all switches located between the signal and the end of the route are in their normal positions, while the other aspect control relay will be short-circuited whenever one of the track switches between the signal and the end of the route is in a reversed position. This situation will occur whenever a train run is to take place at a reduced travelling speed. This arrangement bears the advantage that also the circuits for the aspect control relays, in accordance with the track layout, can be conducted from one track switch relay set to the next successive one. Thus the circuit components, which are required for effecting a setting of the signals, may likewise be included in the circuit arrangement of the individual track switch relay sets.

In the arrangement according to the invention, only one electrical supervising line is required which runs complying with the route that extends between the entrance and the exit of the respective route and which is switched onward from rail switch to rail switch; and also required is a shorting circuit which is also conducted exclusively via contacts of the rail switches arranged between the entrance and the exit of the route. According to a further feature of the invention it will sutiice to switch into this shorting circuit only contacts of the facing Switches since a criterion for the two clear-aspects is afforded only by the position of these rail switches. The contacts of the trailing rail switches will then remain idle; they may be arranged, for example, in a second shorting circuit if movements in both directions are carried out via this route; and to obtain uniform wiring of the interlocking plant circuitry it is then practicable if the individual shorting circuits will extend through all the relay sets of the trailing rail switches.

One possible example of embodiment of the invention is shown in the accompanying drawing. This drawing only contains those parts of an interlocking circuitry which are substantial for understanding the invention. The not shown circuit components are well known to the one skilled in the art and may be added by him in any suitable manner.

The drawing shows part ot a track layout, which may be for instance the part of a station. Let it be assumed that in the direction from west to east there are possible various train runs, all of which commence at the signal F and terminate in one of the three tracks on the righthand side of the shown track layout. Another three train runs are possible from east to west starting out from one of the three tracks in the right-hand portion of the track layout, and terminating at the left-hand end of the represented track layout. These runs are indicated to the locomotive engineer by one of the three signals M, N or O. The aforementioned train-runs take their way over either several or all of the shown track switches W1, W2, W3, W4, W5 or W6. Thus a train movement can be effected from the west-end to the middle one of the three tracks N, provided all of the six switches are in their normal positions, hence permitting train runs in direction of their straight track. A train run into the upper one of the three tracks M can be etected after the switch W4 has been thrown into its reversed position. Likewise a train run can be effected into the lower one of the three tracks O after switch W6 is thrown into the reversed position. At a train run into the middle one of the three tracks the signal F is supposed to display a signal aspect permitting an unrestricted movement without any speed restriction. For train runs into either of the .3 other two tracks M or O the signal F is required to indicate that the train may only move at a reduced speed, because the switches W4 or W6, which are thrown to their reversed position, respectively, may not be trailed at maximum speed.

The circuit arrangement for switching on the different signal aspects is shown in the drawing beneath the track layout. The different circuit elements or switching means are arranged in the circuit in such a way that their association with the individual track switches and signals can be easily recognized. Hence the relays V1, U1+ and Ulwith their associating contacts, and which are shown below the track switch W1, thus belong to the track switch W1 and, together with further relays, which likewise belong to switch W1 but are not shown in the drawing, they are assembled to one relay set that is assigned to the switch W1 and is connected with the relay sets of the other track switches and of the other signals by means of a number of leads, extending exactly like the tracks within the track layout. Such arrangements are disclosed for instance in the White et'al. Patent No. 2,219,502, issued October 29, 1940, for switch and signal control systems for railroads.

To each track switch there are assigned in the shown circuit arrangement two contacts (for example, to switch W1 there are assigned two contacts w11 and w12), whose two possible positions correspond to the respective normal or reversed position of the switch. In the drawing these contacts are shown in such a way that all track switches are in the reversed position. These contacts may be controlled by the switch machine; most appropriately, however, they are controlled by a relay which either indicates the position of the track switch, or depends on the position of the track switch. This may be a relay of any suitable type. By way of example, there may be utilized a stick and latch relay in which always one armature in the dropped position mechanically latches a second armature in the attracted condition. Either position of the stick and latch relay will then correspond to one of the possible positions of the track switch. Further, also a polarized relay may be employed, whereby each of the two final or end positions corresponds to one of the nal positions of the track switch. For reasons of simplicity in the representation the contacts w11, w12, w21, w22, etc. are shown in the drawing as being directly controlled by the positions assumed by the track switches.

Furthermore each track switch is provided with a locking relay (for instance, the switch W1 is provided with the locking relay V1), which becomes effective whenever the switch is to be secured in its position against any new throwing. The locking relay is operated when the switches are set in common for one route. The circuits, via which the locking relay is controlled, are not shown in the drawing because they do not form part of the invention. The locking relays, as shown in the drawing, may be operated upon being energized and may thereby attract their armature; however, the arrangement can also be made in such a way that the locking relays close their contacts upon being de-energized.

ln addition thereto, each track switch is provided with two supervisory relays (for instance to switch W1 there arc assigned the supervisory relays Ul-iand U1-), with the aid of which it is assured that the associated track switch has reached its iinal position and is also locked in this position. To this end, by way of example, the relays U1+ and Ulof the switch W1 are made to depend on the contact w12 of the switch, and on contact V11 of the locking relay V1.

A number of further relays are assigned to the signals arranged at the entrance of the individual routes. In the left-hand portion of the drawing those parts of the circuit arrangement are shown, which are assigned to the signal F. A` direction relay DE, the circuits of which are omitted, is energized upon establishing an eastbound route. The relay will then close its contact del. Another relay AF, associated with the entrance of the route, will be described later, in the course of describing the individual switching operations. A route supervisory relay UF will be energized when the route is completely established. Two aspect control relays SFI and SF2 are provided for the switching-on of either the one or the other signal aspect. Contacts of the relays UF and SFI, or of the relays UF and SF2 are adapted to control the circuits of the signal lamps FR, FG or FY.

In the right-hand portion of the drawing there are shown the corresponding relays and circuits for the signals M, N and `O. Thereby the circuits for switching-on the signal lamps, and the aspect control relays are only shown with respect to the signal N. The corresponding (not shown) parts of the circuit arrangement for the signals M and O are designed in exactly the same manner.

Assume now that all of the switches W1 through W6 are in their reversed positions and that an eastbound route is to be set up from signal F to the middle one N of the three tracks shown in the right-hand portion of the drawing. At first all of the contacts are in the positions as shown. The red-light lamp FR of the signal F is switched on via the contacts sf23 and 5113 of the relays SF2 and SFI. Red lamp NR is also lit via contacts S1123 and sn13 associated with relays SNZ and SNI respectively. Via the not shown route establishing circuits, assume that the switches W1 through W6 are thrown to the normal position, so that they come to lie in direction of their straight track, thus permitting a train run from west to east into track N. Thereby all of the contacts w11, w12, w21, w22, w31, w32, w41, w42, w51, w52, w61 and w62 are reversed. Via further route establishing circuits there are energized the locking relays V1, V2, V3, V4, V5 and V6, and the contacts V11, V12, V21, V22, V31, V32, V41, V42, V51, V52, V61 and V62 are closed. Further, via other route establishing circuits, there is energized the direction relay DE and the contact del thereof is reversed.

`Over the contacts V11 and w12 there is energized the supervisory relay U1+ of switch W1, which closes its contacts u1-f-1 and u1-|2. `In the same way there are energized the supervisory relays U2-l- (via the contacts V21 and w22), U3-l- (via the contacts V31 and 11132), U4-l- (via the contacts V41 and w42), U5| (via the contacts V51 and w52), and U6+ (via the contacts V61 and w62), so that the contacts 142-1-1, u2-i-2, u3+1, u3-l-2, u4-l-1, u4v+2, uS-l-l, u5+2, u6|1 and 116-!-2 are closed.

Thereupon, in the relay set of signal F, the relay AF can operate in the following circuit; battery, back contact dwZ of the non-energized direction relay DW, closed contacts 1464-1, V62, V52, uS-i-l, 114-5-1, V42, 113+1, V32, V22, u2-l-1, V12 and u1+1, the reversed Contact del of the energized direction relay DE, relay AF, minus. Relay AF now reverses its contact afl, thus completing the following circuit: battery, contact m11 of the non-enen gized relay AN, route supervisory relay UN, closed consupervisory relay UF, reversed contact af1, reversed contacts w61, w41 and w31, aspect control relay SF 1, minus. `By that particular portion of this circuit extending over the reversed contacts w61, w41 and w31, the second aspect control relay SF2 is short-circuited, thus being prevented from operating. Upon energization of the aspect control relay SFI the circuit for the red signal lamp FR is interrupted by the action transfer of the contact sf13 of this relay, and the circuit for the green signal lamp FG, extending from the battery, via the closed contact ufl, the contact sf22 and the closed contact .sf12 to the lamp FG and further to minus, will be energized. The yellow signal lamp FY, indicating a reduced travelling speed, is prevented from lighting up, because the two contacts sf21 and sf11 are open.

If a westbound route is to be lined up from signal N over the switches W6 through W1 to thewest-end of the shown track layout then the track switches must be movedl to their normal position as described hereinabove. Then the contacts w11, w12, w21, etc. will again assume the previously described position (opposite to that shown in the drawing), and also the relays V1 through V6, as well as the relays U14, U24-, etc. will be operated. Instead of the direction relay DE operating, the direction relay DW is energized in this case by action of the not shown route establishing circuits for all train runs in the westbound direction, and reverses its contacts dwl, dwZ, dw3. Relay AN in therelay set of signal N will then pull up via vthe following circuit: battery, contact del of the non-energized direction relay DE, closed contacts 1114-1, V12, 1124-1, V22, V32, 1134-1, V42, 1144-1, 1154-1, VS2, V62 and 1164-1, reversed contact dw2 of the energized direction relay DW, relay AN, minus. Relay AN reverses its contact :m1 and, thereby, completes thefollowing circuit: battery, contact afl of the non-energized relay AF, route supervisory relay`UF,"closed contacts 1114-2, 1124-2, 1134-2, 1144-2, 1154-2 and 1164-2, route supervisory relay UN, reversed contact 11111, reversed contact w11, w21 and w51, aspect control relay SNl, minus. l

lBy means of that particular part of the circuit,v now extending over the reversed contacts w11, w21 and w51, the second aspect control relay SN2 is short-circuited, so that this relay is prevented from being energized. Upon operation of the aspect control relay SN1, the contact m13 thereof effects an interruption of the circuit 4for the red signal lamp NR, and the contact sn12 thereof completes the circuit for the green signal lamp NG, this circuit extending from the Ibattery via the closed contact 1m1 and the closed contacts sn22 and sn12 to the lamp NG and further on to minus. The lighting up of the yellow signal lamp NY is prevented by action of the Iopen contacts S1121 and S1111.

Let it now Ibe assumed that an eastbound route is to be lined up from signal F into the track M via the switches W1, W2 andW3in normal position, and via the switch W4 in reversed position. Furthermore, let it be assumed that the arrangement is again in the condition as shown in the drawing, namely, all track switches are in their reversed position. Via the not shown circuits of the route establishment the track switches W1, W2 and W3 are moved to their normal position, while the track switch W4 remains in its reversed position.

Thereafter the locking relays V1, V2, V3 and V4 are energized and close their contacts. Apart therefrom direction relay DE is energized and reverses its contact del. In the relay set of switch W1 there is energized the supervisory relay U14- via the contacts V11 (closed) and w12 (reversed) and the contacts 1114-1 and 11114-2 are closed. In the same way also the relays U24- and U34- .are energized and the contacts 1124-1, 1124-2, 1134-1 and 1134-2 thereof are closed. In the set of relays of switch W4, and via the contacts V41 (closed) and w42 (which remain in the shown position since the switch w4 is retained in reverse position), there is energized the supervisory relay U4, thus supervising the position of the switch W4 in the reversed position. The relay U4 then closes its contacts 114-1 and 114-2.

Now relay AF may operate over the following circuit: battery, contact dwl of the non-energized direction relay DW, closed contacts 114-1, V42, 1134-1, V32, V22, u24-1, V12, and 1114-1, reversed contact del of the direction relay DE, relay AF, minus. Relay AF reverses its contact afl and thus completes the following circuit: battery, contact 11ml of the non-energized relay AM, route supervisory relay UM, closed contacts 114-2, 1134-2, 1124-2, and 1114-2, route supervisory relay UF, reversed contact afl, aspect control relay SF2, reversed contact w31 and contact w41 (as shown), minus. By the action of that particular part of this circuit, extending over the contacts w31 and w41 toward minus, the aspect con trol relay `SFl is short-circuited so that it is prevented fromv being energized. Upon energizationof the aspect control relay SF2, the contact sf23 thereof serves the interruption ofthe circuit for the redlight signal lamp FR, and the contacts sf21 and sf22thereof serve to energize the circuit for the yellow-light signal lamp FY, extending from battery via the closed contact ufl and the closed contacts sf21 and sf'll to the lamp FY and further on to minus.. The circuit for the green-light signal lamp FG is interrupted by the action of the two open contacts sf22 and sf12, so that only the yellow lamp FY-willl be lighted, 4thus indicating that a train run only at reduced traveling speed is to be permitted.

By the arrangement of the shunt circuits for the aspect control relays in accordance with the track layout via contacts of the switches associated with the individual routes there is provided the advantage that the energization of the proper aspect control yrelay is eected automatically in accordance with the position of the switches located within the lined up route. The different shunt circuits may be traced exactly in accordance with the track layoutV from the relay set of signal F .to the relay set)` of switch W1, from there further on to the relay set of switch W2, andso forth. 4 1 1 In these. shunt circuits there only need to kbe incorporated the contacts of those switches which are trailed in the respective routes from the p oint of the switch (for instance in the case' of eastbound train-runs, only contacts of the switches W3, W4 and W6). However, in order to obtain a uniform circuitry the leads of the shunt circuits are appropriately also led through the relay sets of the remaining switches (in the example the switches W1, W2 and W4) without them being connected with contacts.

The electrical dimensioning of the aspect control relays SF1, SF2, SNI, SN2, etc. can be'carried out in such a way that in case of an interruption of one of the shunt circuits both of the associating aspect control relays will operate. An interruption of the shunt circuitscan be caused, under circumstances, by a wire-break between the individual relay sets; for instance, in the last described circuit, the connection between the contacts w31 and w41 would be interrupted. The circuit for the two aspect control relays SFI and SF2 would then be completed as follows: battery, contact 11ml of the non-energized relay AM, relay UM, closed contacts 114-2, 1134-2,

1124-2, 1114-2, relay UF, reversed contact afl, relay SF2, i

relay SF1, minus. Then relays SFI and SF2 will be energized together, thus opening the contacts sf11 and sf22, closing the contacts sf21 and sf12, and reversing the contacts .rf13 and sf23. In this way the two circuits for the signal lamps FG and FY are interrupted, while the redlight signal `lamp FR remains lit via the two reversed contacts sf13 and sf23. In this way, in the event of faults occurring in the circuit arrangement, the signal is prevented from displaying any kind of clear aspect;

Although a relatively simple track layout has been used to illustrate the invention, it is believed that in view of the description of the circuits and operation as presented herein, the invention may be readily applied by one skilled in the art to larger and more complicated track layouts, such as are often encountered in practice even though they may differ widely from the layout shown herein.

Although there is shown and described herein only one form of apparatus` embodying the invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of the in` vention.

While I have described above the principles of my invention in connection with specific apparatus, it is to be clearly understood that this description is made only by way of example and not as a limitation to thc scope of my invention as set forth in the objects thereof and in the accompanying claims.

What is claimed is: I

1. A circuit arrangement in a panel diagram machine for controlling light signals having two permissive aspects in a railway signalling interlocking plant wherein the routes are composed of a plurality of discrete route sections, each section insulated from the other, and comprising a plurality of track switches, each capable of having a normal and a reversed position, a plurality of transfer contact sets, each set under control of a different one of said track switches, each contact set having a first closed position when the associated track switch is in a normal position and a second closed position when the associated track switch is in a reversed position, a pair of control relays having individual windings, each relay for controlling different aspects of said signals, a series circuit including the windings of said control relays, a rst shunt circuit for preventing operation of a first one of said control relays, said first shunt circuit when said one transfer contact set `is in an opposite position and the point intermediate said windings.

2. A circuit arrangement as `claimed in claim 1 further comprising a pair of supervisory relays for each track switch, one relay of each pair operable upon the movement of its associated track switch to the normal position, and the other relay of each pair operable upon the movement of its associated track switch to its reversed position, contact means associated with each relay of said pairs, a rst of said shunt circuits further comprising a series connection over contact means of corresponding relays of eachpair, said additional series connection being limited to the relays which correspond to those switches which, in the selected route, are trailed from the point of the switch.

3. A circuit arrangement as claimed in claim 1 further comprises switch means included in the series connection of said control relays whereby to operate both said relays upon the opening of both said shunt circuits.

References Cited in the tile of this patent UNITED STATES PATENTS 1,805,531 t Stoltz May 19, 1931 2,122,131 Delong June 28, 1938 2,149,222 Langdon Feb. 28, 1939 2,237,804 Allen Apr. 8, 1941 2,241,906 Griffiths May 1 3, 1941 

